Method for setting a gear ratio of a fan drive gear system of a gas turbine engine

ABSTRACT

A gas turbine engine has a fan section including a fan rotatable about an axis. A speed reduction device is connected to the fan. The speed reduction device includes a planetary fan drive gear system with a planet gear ratio of at least 2.6. A bypass ratio is greater than about 11.0. A method of improving performance of a gas turbine engine, a fan drive gear module for a gas turbine engine, and a method of designing a gas turbine engine are also disclosed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This disclosure is a continuation of U.S. application Ser. No. 14/705,577, filed May 6, 2015, which is a continuation in part of PCT/US2013/061115 filed on Sep. 23, 2013, which claims priority to U.S. Provisional Patent Application No. 61/706,212 filed on Sep. 27, 2012.

BACKGROUND

This disclosure relates to a gas turbine engine, and more particularly to a method for setting a gear ratio of a fan drive gear system of a gas turbine engine.

A gas turbine engine may include a fan section, a compressor section, a combustor section, and a turbine section. Air entering the compressor section is compressed and delivered into the combustor section where it is mixed with fuel and ignited to generate a high-speed exhaust gas flow. The high-speed exhaust gas flow expands through the turbine section to drive the compressor and the fan section. Among other variations, the compressor section can include low and high pressure compressors, and the turbine section can include low and high pressure turbines.

Typically, a high pressure turbine drives a high pressure compressor through an outer shaft to form a high spool, and a low pressure turbine drives a low pressure compressor through an inner shaft to form a low spool. The fan section may also be driven by the inner shaft. A direct drive gas turbine engine may include a fan section driven by the low spool such that a low pressure compressor, low pressure turbine, and fan section rotate at a common speed in a common direction.

A speed reduction device, which may be a fan drive gear system or other mechanism, may be utilized to drive the fan section such that the fan section may rotate at a speed different than the turbine section. This allows for an overall increase in propulsive efficiency of the engine. In such engine architectures, a shaft driven by one of the turbine sections provides an input to the speed reduction device that drives the fan section at a reduced speed such that both the turbine section and the fan section can rotate at closer to optimal speeds.

Although gas turbine engines utilizing speed change mechanisms are generally known to be capable of improved propulsive efficiency relative to conventional engines, gas turbine engine manufacturers continue to seek further improvements to engine performance including improvements to thermal, transfer and propulsive efficiencies.

SUMMARY

In a featured embodiment, a gas turbine engine has a fan section including a fan rotatable about an axis. A speed reduction device is connected to the fan. The speed reduction device includes a planetary fan drive gear system with a planet gear ratio of at least 2.6. A bypass ratio is greater than about 11.0.

In another embodiment according to the previous embodiment, the gear ratio is less than or equal to 4.1.

In another embodiment according to any of the previous embodiments, a fan pressure ratio is below 1.7.

In another embodiment according to any of the previous embodiments, a fan pressure ratio is below 1.48.

In another embodiment according to any of the previous embodiments, the fan blade tip speed of the fan section is greater than about 1000 ft/sec and less than about 1400 ft/sec.

In another embodiment according to any of the previous embodiments, the planetary fan drive gear system includes a sun gear, a plurality of planetary gears, a ring gear, and a carrier.

In another embodiment according to any of the previous embodiments, each of the plurality of planetary gears includes at least one bearing.

In another embodiment according to any of the previous embodiments, a low pressure turbine is mechanically attached to the sun gear.

In another embodiment according to any of the previous embodiments, a low pressure turbine section is in communication with the speed reduction device. The low pressure turbine section includes at least three stages.

In another embodiment according to any of the previous embodiments, the bypass ratio is less than about 22.0.

In another embodiment according to any of the previous embodiments, there are three turbine rotors with a first fan drive turbine rotor driving the fan through the speed reduction device, and an intermediate turbine rotor and a high pressure turbine rotor each driving a compressor rotor.

In another featured embodiment, a method of improving performance of a gas turbine engine includes determining fan tip speed boundary conditions for at least one fan blade of a fan section. Rotor boundary conditions are determined for a rotor of a low pressure turbine. Stress level constraints are utilized in the rotor of the low pressure turbine and the at least one fan blade to determine if the rotary speed of the fan section and the low pressure turbine will meet a desired number of operating cycles. A bypass ratio is greater than about 6.0. A speed reduction device connects the fan section and the low pressure turbine and includes a planetary gear ratio of at least about 2.6.

In another embodiment according to the previous embodiment, the planetary gear ratio is less than about 4.1.

In another embodiment according to any of the previous embodiments, a fan pressure ratio is below 1.7.

In another embodiment according to any of the previous embodiments, a fan pressure ratio is below 1.48.

In another embodiment according to any of the previous embodiments, the bypass ratio is greater than about 11 and less than about 22.

In another embodiment according to any of the previous embodiments, a fan blade tip speed of the at least one fan blade is less than 1400 fps.

In another embodiment according to any of the previous embodiments, if a stress level in the rotor or the at least one fan blade is too high to meet a desired number of operating cycles, a gear ratio of a gear reduction device is lowered and the number of stages of the low pressure turbine is increased.

In another embodiment according to any of the previous embodiments, if a stress level in the rotor or the at least one fan blade is too high to meet a desired number of operating cycles, a gear ratio of a gear reduction device is lowered and an annular area of the low pressure turbine is increased.

In another featured embodiment, a fan drive gear module for a gas turbine engine includes a planetary fan drive gear system with a speed reduction ratio of at least 2.6. The speed reduction device is configured to drive a fan section with a bypass ratio greater than about 11.0.

In another embodiment according to the previous embodiment, the speed reduction ratio is less than or equal to 4.1.

In another embodiment according to any of the previous embodiments, the planetary fan drive gear system is configured to drive a fan section with a fan blade tip speed greater than about 1000 ft/sec and less than about 1400 ft/sec.

In another embodiment according to any of the previous embodiments, the bypass ratio is less than about 22.0.

In another featured embodiment, a method of designing a gas turbine engine includes selecting fan tip speed boundary conditions for at least one fan blade of a fan section of a gas turbine engine. Rotor boundary conditions are selected for a rotor of a fan drive turbine of the gas turbine engine. Stress level constraints are determined in the rotor of the fan drive turbine and the at least one fan blade to determine if the rotary speed of the fan section and the fan drive turbine will meet a desired number of operating cycles. A bypass ratio is greater than about 6.0. The fan section and the fan drive turbine are connected through a speed reduction device that includes a planetary gear ratio of at least about 2.6.

In another embodiment according to the previous embodiment, the planetary gear ratio is less than about 4.1.

In another embodiment according to any of the previous embodiments, the bypass ratio of the gas turbine engine is greater than about 11 and less than about 22.

In another embodiment according to any of the previous embodiments, lowering the speed reduction ratio of the speed reduction device and increasing a number of stages of the fan drive turbine responsive to determine that a stress level in the rotor or the at least one fan blade is outside a predefined number of operating cycles.

In another embodiment according to any of the previous embodiments, lowering the speed reduction ratio of the speed reduction device and increasing an annular area of the fan drive turbine responsive to determine that a stress level in the rotor or the at least one fan blade is outside a predefined number of operating cycles.

These and other features may be best understood from the following drawings and specification.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a schematic, cross-sectional view of an example gas turbine engine.

FIG. 2 illustrates a schematic view of one configuration of a low speed spool that can be incorporated into a gas turbine engine.

FIG. 3 illustrates a fan drive gear system that can be incorporated into a gas turbine engine.

FIG. 4 shows another embodiment.

FIG. 5 shows yet another embodiment.

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The exemplary gas turbine engine 20 is a two-spool turbofan engine that generally incorporates a fan section 22, a compressor section 24, a combustor section 26 and a turbine section 28. Alternative engines might include an augmentor section (not shown) among other systems or features. The fan section 22 drives air along a bypass flow path B, while the compressor section 24 drives air along a core flow path C for compression and communication into the combustor section 26. The hot combustion gases generated in the combustor section 26 are expanded through the turbine section 28. Although depicted as a two-spool turbofan gas turbine engine in the disclosed non-limiting embodiment, it should be understood that the concepts described herein are not limited to two-spool turbofan engines and these teachings could extend to other types of engines, including but not limited to, three-spool engine architectures.

The exemplary gas turbine engine 20 generally includes a low speed spool 30 and a high speed spool 32 mounted for rotation about an engine centerline longitudinal axis A. The low speed spool 30 and the high speed spool 32 may be mounted relative to an engine static structure 33 via several bearing systems 31. It should be understood that other bearing systems 31 may alternatively or additionally be provided, and the location of bearing systems 31 may be varied as appropriate to the application.

The low speed spool 30 generally includes an inner shaft 34 that interconnects a fan 36, a low pressure compressor 38 and a low pressure turbine 39. The inner shaft 34 can be connected to the fan 36 through a speed change mechanism, which in exemplary gas turbine engine 20 is illustrated as a geared architecture 45, such as a fan drive gear system 50 (see FIGS. 2 and 3). The speed change mechanism drives the fan 36 at a lower speed than the low speed spool 30. The high speed spool 32 includes an outer shaft 35 that interconnects a high pressure compressor 37 and a high pressure turbine 40. In this embodiment, the inner shaft 34 and the outer shaft 35 are supported at various axial locations by bearing systems 31 positioned within the engine static structure 33.

A combustor 42 is arranged in exemplary gas turbine 20 between the high pressure compressor 37 and the high pressure turbine 40. A mid-turbine frame 44 may be arranged generally between the high pressure turbine 40 and the low pressure turbine 39. The mid-turbine frame 44 can support one or more bearing systems 31 of the turbine section 28. The mid-turbine frame 44 may include one or more airfoils 46 that extend within the core flow path C. It will be appreciated that each of the positions of the fan section 22, compressor section 24, combustor section 26, turbine section 28, and fan drive gear system 50 may be varied. For example, gear system 50 may be located aft of combustor section 26 or even aft of turbine section 28, and fan section 22 may be positioned forward or aft of the location of gear system 50.

The inner shaft 34 and the outer shaft 35 are concentric and rotate via the bearing systems 31 about the engine centerline longitudinal axis A, which is co-linear with their longitudinal axes. The core airflow is compressed by the low pressure compressor 38 and the high pressure compressor 37, is mixed with fuel and burned in the combustor 42, and is then expanded over the high pressure turbine 40 and the low pressure turbine 39. The high pressure turbine 40 and the low pressure turbine 39 rotationally drive the respective high speed spool 32 and the low speed spool 30 in response to the expansion.

In a non-limiting embodiment, the gas turbine engine 20 is a high-bypass geared aircraft engine. In a further example, the gas turbine engine 20 bypass ratio is greater than about six (6:1). The geared architecture 45 can include an epicyclic gear train, such as a planetary gear system, a star gear system, or other gear system. The geared architecture 45 enables operation of the low speed spool 30 at higher speeds, which can enable an increase in the operational efficiency of the low pressure compressor 38 and low pressure turbine 39, and render increased pressure in a fewer number of stages.

The pressure ratio of the low pressure turbine 39 can be pressure measured prior to the inlet of the low pressure turbine 39 as related to the pressure at the outlet of the low pressure turbine 39 and prior to an exhaust nozzle of the gas turbine engine 20. In one non-limiting embodiment, the bypass ratio of the gas turbine engine 20 is greater than about ten (10:1), the fan diameter is significantly larger than that of the low pressure compressor 38, and the low pressure turbine 39 has a pressure ratio that is greater than about five (5:1). In another non-limiting embodiment, the bypass ratio is greater than 11 and less than 22, or greater than 13 and less than 20. It should be understood, however, that the above parameters are only exemplary of a geared architecture engine or other engine using a speed change mechanism, and that the present disclosure is applicable to other gas turbine engines, including direct drive turbofans. In one non-limiting embodiment, the low pressure turbine 39 includes at least one stage and no more than eight stages, or at least three stages and no more than six stages. In another non-limiting embodiment, the low pressure turbine 39 includes at least three stages and no more than four stages.

In this embodiment of the exemplary gas turbine engine 20, a significant amount of thrust is provided by the bypass flow path B due to the high bypass ratio. The fan section 22 of the gas turbine engine 20 is designed for a particular flight condition—typically cruise at about 0.8 Mach and about 35,000 feet. This flight condition, with the gas turbine engine 20 at its best fuel consumption, is also known as bucket cruise Thrust Specific Fuel Consumption (TSFC). TSFC is an industry standard parameter of fuel consumption per unit of thrust.

Fan Pressure Ratio is the pressure ratio across a blade of the fan section 22 without the use of a Fan Exit Guide Vane system. The low Fan Pressure Ratio according to one non-limiting embodiment of the example gas turbine engine 20 is less than 1.45. In another non-limiting embodiment of the example gas turbine engine 20, the Fan Pressure Ratio is less than 1.38 and greater than 1.25. In another non-limiting embodiment, the fan pressure ratio is less than 1.48. In another non-limiting embodiment, the fan pressure ratio is less than 1.52. In another non-limiting embodiment, the fan pressure ratio is less than 1.7. Low Corrected Fan Tip Speed is the actual fan tip speed divided by an industry standard temperature correction of [(Tram ° R)/(518.7°R)]^(0.5), where T represents the ambient temperature in degrees Rankine. The Low Corrected Fan Tip Speed according to one non-limiting embodiment of the example gas turbine engine 20 is less than about 1150 fps (351 m/s). The Low Corrected Fan Tip Speed according to another non-limiting embodiment of the example gas turbine engine 20 is less than about 1400 fps (427 m/s). The Low Corrected Fan Tip Speed according to another non-limiting embodiment of the example gas turbine engine 20 is greater than about 1000 fps (305 m/s).

FIG. 2 schematically illustrates the low speed spool 30 of the gas turbine engine 20. The low speed spool 30 includes the fan 36, the low pressure compressor 38, and the low pressure turbine 39. The inner shaft 34 interconnects the fan 36, the low pressure compressor 38, and the low pressure turbine 39. The inner shaft 34 is connected to the fan 36 through the fan drive gear system 50. In this embodiment, the fan drive gear system 50 provides for counter-rotation of the low pressure turbine 39 and the fan 36. For example, the fan 36 rotates in a first direction D1, whereas the low pressure turbine 39 rotates in a second direction D2 that is opposite of the first direction D1.

FIG. 3 illustrates one example embodiment of the fan drive gear system 50 incorporated into the gas turbine engine 20 to provide for counter-rotation of the fan 36 and the low pressure turbine 39. In this embodiment, the fan drive gear system 50 includes a star gear system with a sun gear 52, a ring gear 54 disposed about the sun gear 52, and a plurality of star gears 56 having journal bearings 57 positioned between the sun gear 52 and the ring gear 54. A fixed carrier 58 carries and is attached to each of the star gears 56. In this embodiment, the fixed carrier 58 does not rotate and is connected to a grounded structure 55 of the gas turbine engine 20.

The sun gear 52 receives an input from the low pressure turbine 39 (see FIG. 2) and rotates in the first direction D1 thereby turning the plurality of star gears 56 in a second direction D2 that is opposite of the first direction D1. Movement of the plurality of star gears 56 is transmitted to the ring gear 54 which rotates in the second direction D2 opposite from the first direction D1 of the sun gear 52. The ring gear 54 is connected to the fan 36 for rotating the fan 36 (see FIG. 2) in the second direction D2.

A star system gear ratio of the fan drive gear system 50 is determined by measuring a diameter of the ring gear 54 and dividing that diameter by a diameter of the sun gear 52. In one embodiment, the star system gear ratio of the geared architecture 45 is between 1.5 and 4.1. In another embodiment, the system gear ratio of the fan drive gear system 50 is between 2.6 and 4.1. When the star system gear ratio is below 1.5, the sun gear 52 is relatively much larger than the star gears 56. This size differential reduces the load the star gears 56 are capable of carrying because of the reduction in size of the star gear journal bearings 57. When the star system gear ratio is above 4.1, the sun gear 52 may be much smaller than the star gears 56. This size differential increases the size of the star gear 56 journal bearings 57 but reduces the load the sun gear 52 is capable of carrying because of its reduced size and number of teeth. Alternatively, roller bearings could be used in place of journal bearings 57.

Improving performance of the gas turbine engine 20 begins by determining fan tip speed boundary conditions for at least one fan blade of the fan 36 to define the speed of the tip of the fan blade. The maximum fan diameter is determined based on the projected fuel burn derived from balancing engine efficiency, mass of air through the bypass flow path B, and engine weight increase due to the size of the fan blades.

Boundary conditions are then determined for the rotor of each stage of the low pressure turbine 39 to define the speed of the rotor tip and to define the size of the rotor and the number of stages in the low pressure turbine 39 based on the efficiency of low pressure turbine 39 and the low pressure compressor 38.

Constraints regarding stress levels in the rotor and the fan blade are utilized to determine if the rotary speed of the fan 36 and the low pressure turbine 39 will meet a desired number of operating life cycles. If the stress levels in the rotor or the fan blade are too high, the gear ratio of the fan drive gear system 50 can be lowered and the number of stages of the low pressure turbine 39 or annular area of the low pressure turbine 39 can be increased. FIG. 4 shows an embodiment 100, wherein there is a fan drive turbine 108 driving a shaft 106 to in turn drive a fan rotor 102. A gear reduction 104 may be positioned between the fan drive turbine 108 and the fan rotor 102. This gear reduction 104 may be structured and operate like the geared architecture 45 disclosed above. A compressor rotor 110 is driven by an intermediate pressure turbine 112, and a second stage compressor rotor 114 is driven by a turbine rotor 116. A combustion section 118 is positioned intermediate the compressor rotor 114 and the turbine section 116.

FIG. 5 shows yet another embodiment 200 wherein a fan rotor 202 and a first stage compressor 204 rotate at a common speed. The gear reduction 206 (which may be structured as the geared architecture 45 disclosed above) is intermediate the compressor rotor 204 and a shaft 208 which is driven by a low pressure turbine section.

Although the different non-limiting embodiments are illustrated as having specific components, the embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments.

It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should also be understood that although a particular component arrangement is disclosed and illustrated in these exemplary embodiments, other arrangements could also benefit from the teachings of this disclosure.

The foregoing description shall be interpreted as illustrative and not in any limiting sense. A worker of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure. For these reasons, the following claim should be studied to determine the true scope and content of this disclosure. 

What is claimed is:
 1. A gas turbine engine comprising: a fan section including a fan rotatable about an axis; and a speed reduction device connected to the fan, wherein the speed reduction device includes a planetary fan drive gear system with a planet gear ratio of at least 2.6, wherein a bypass ratio is greater than about 11.0.
 2. The gas turbine engine of claim 1, wherein the gear ratio is less than or equal to 4.1.
 3. The gas turbine engine of claim 2, including a fan pressure ratio that is below 1.7.
 4. The gas turbine engine of claim 2, including a fan pressure ratio that is below 1.48.
 5. The gas turbine engine of claim 4, wherein the fan blade tip speed of the fan section is greater than about 1000 ft/sec and less than about 1400 ft/sec.
 6. The gas turbine engine of claim 1, wherein the planetary fan drive gear system includes a sun gear, a plurality of planetary gears, a ring gear, and a carrier.
 7. The gas turbine engine of claim 6, wherein each of the plurality of planetary gears includes at least one bearing.
 8. The gas turbine engine of claim 6, wherein a low pressure turbine is mechanically attached to the sun gear.
 9. The gas turbine engine of claim 8, including a low pressure turbine section in communication with the speed reduction device, wherein the low pressure turbine section includes at least three stages.
 10. The gas turbine engine of claim 1, wherein the bypass ratio is less than about 22.0.
 11. The gas turbine engine of claim 1, wherein there are three turbine rotors with a first fan drive turbine rotor driving said fan through said speed reduction device, and an intermediate turbine rotor and a high pressure turbine rotor each driving a compressor rotor.
 12. A method of improving performance of a gas turbine engine comprising: determining fan tip speed boundary conditions for at least one fan blade of a fan section; determining rotor boundary conditions for a rotor of a low pressure turbine; and utilizing stress level constraints in the rotor of the low pressure turbine and the at least one fan blade to determine if the rotary speed of the fan section and the low pressure turbine will meet a desired number of operating cycles, wherein a bypass ratio is greater than about 6.0, wherein a speed reduction device connects the fan section and the low pressure turbine and includes a planetary gear ratio of at least about 2.6.
 13. The method of claim 12, wherein the planetary gear ratio is less than about 4.1.
 14. The method of claim 13, wherein a fan pressure ratio is below 1.7.
 15. The method of claim 14, wherein a fan pressure ratio is below 1.48.
 16. The method of claim 15, wherein the bypass ratio is greater than about 11 and less than about
 22. 17. The method of claim 16, wherein a fan blade tip speed of the at least one fan blade is less than 1400 fps.
 18. The method of claim 12, wherein if a stress level in the rotor or the at least one fan blade is too high to meet a desired number of operating cycles, a gear ratio of a gear reduction device is lowered and the number of stages of the low pressure turbine is increased.
 19. The method of claim 18, wherein if a stress level in the rotor or the at least one fan blade is too high to meet a desired number of operating cycles, a gear ratio of a gear reduction device is lowered and an annular area of the low pressure turbine is increased.
 20. A fan drive gear module for a gas turbine engine comprising: a planetary fan drive gear system with a speed reduction ratio of at least 2.6, wherein the speed reduction device is configured to drive a fan section with a bypass ratio greater than about 11.0.
 21. The fan drive gear module of claim 20, wherein the speed reduction ratio is less than or equal to 4.1.
 22. The fan drive gear module of claim 20, wherein the planetary fan drive gear system is configured to drive a fan section with a fan blade tip speed greater than about 1000 ft/sec and less than about 1400 ft/sec.
 23. The fan drive gear module of claim 20, wherein the bypass ratio is less than about 22.0.
 24. A method of designing a gas turbine engine comprising: selecting fan tip speed boundary conditions for at least one fan blade of a fan section of a gas turbine engine; selecting rotor boundary conditions for a rotor of a fan drive turbine of the gas turbine engine; determining stress level constraints in the rotor of the fan drive turbine and the at least one fan blade to determine if the rotary speed of the fan section and the fan drive turbine will meet a desired number of operating cycles, wherein a bypass ratio is greater than about 6.0; and connecting the fan section and the fan drive turbine through a speed reduction device that includes a planetary gear ratio of at least about 2.6.
 25. The method of claim 24, wherein the planetary gear ratio is less than about 4.1.
 26. The method of claim 24, wherein the bypass ratio of the gas turbine engine is greater than about 11 and less than about
 22. 27. The method of claim 24, including lowering the speed reduction ratio of the speed reduction device and increasing a number of stages of the fan drive turbine responsive to determining that a stress level in the rotor or the at least one fan blade is outside a predefined number of operating cycles.
 28. The method of claim 24, including lowering the speed reduction ratio of the speed reduction device and increasing an annular area of the fan drive turbine responsive to determining that a stress level in the rotor or the at least one fan blade is outside a predefined number of operating cycles. 